Terminal air brake time testing device



United TERMINAL AIR BRAKE Till/lli TESTING DEVICE Ernest E. Andrews,Richmond, Va.

Application June 11, 11956, Serial No. 590,473

3 Claims. (Cl. 7S-499) This invention relates to a testing apparatus.The invention is directed to testing the air brakes of railroad trains.More particularly, the invention relates to time controlled apparatusfor testing railroad car brakes.

In general, the air brake system of railway car brakes includes anauxiliary reservoir for air under pressure, pneumatic plungers, triplevalves, retaining valves and a brake pipe interconnected in a known wayto operate brakes of a car. ln use, the brake pipes of the several carsof the train are interconnected by means of flexible coupling hoses toprovide a continuous air passage, known as the train pipe, extendingfrom the locomotive to the last car of the train. In the locomotive, isthe usual engineers brake valve controlling a main reservoir ofcompressed air and, at the rear end of the train, the train pipe isclosed.

This system is charged with air at normal brake oper-` ating pressures,that is about 6() pounds pressure. T'his normal operating pressure of 60pounds retains the brakes of all the cars in the train in releasedposition. Consequently, when the pressure in the train pipe is reduced,the brake apparatus on the cars operates to apply all of the brakes ofthe train, the brakes remaining in the applied position until thepressure in the train pipe is restored to its normal value. This controlof the air pressure within the `train pipe is effected in the usualmanner through the engineers brake valve or the emergency brake applyingdevice located in each car, in the case of passenger trains.

When a train is made up at a terminal, and on some occasions, when theseveral cars are in the shop for repairs, it is necessary that thebrakes of each car be tested and inspected. In making such a test, atesting apparatus is usually employed that is connected with a supply ofcompressed air and has valve means associated therewith to chargethetrain pipe with air under normal operating pressure. The testingapparatus usually includes gauges to `determine the pressure within thetrain pipe and also to assist in determining whether or not the rate ofleakage within the train pipe, if any, exists, is within permissivetolerances.

In the conventional manner of making tests by means of apparatus such asthat above referred to, it is necessary that considerable time beconsumed because of the fact that such apparatus is so arranged that itbecomes necessary for the inspector to travel the length of the trainfour times in order to check whether the brakes are properly applied andproperly released by the testing apparatus. Furthermore, sucharrangements have the drawback of including special type iittings,expensive diaphragm valves, spring actuated pistons and spring actuatedbrake releasing valves, thereby adding to the cost of such testingapparatus andshortening the life thereof and increasing the maintenancesince the complicated valve arrangements `and the several spring devicesrequire constant care and attention to maintain them in proper oper-2,896,443 Patented July 28, 1959 ice ating condition. Further, suchprior known devices rely `upon the pressure within the train system. andthe pressure applied by the testing apparatus to operate the brakereleasing valve. Consequently, proper operation of this valve isdependent upon the condition of the various complicated and expensivevalves existing in the testing apparatus and also upon the condition andrate of leakage in the train pipe itself. In one such known device, itis necessary for the inspector to bleed the train pipe line to eiect theoperation of the brake releasing valve of the testing apparatus.

The device of the present invention eliminates the drawbacks of theseprior apparatus as it does not require any special valves or lttings, isnot dependent upon the pressure in the system or the pressure applied tothe systern for effecting the operation of the brake releasing valve.Consequently, the testing apparatus built according to this invention isless expensive than known devices, requires practically no upkeep, sincethe parts, being of standard fittings, are readily replaceable, and theoperating means for the brake releasing valve is entirely independent ofthe pressure in the train pipe on the testing system.

The present invention constitutes an improvement upon prior Patent2,510,538.

Accordingly, an object of the present invention is to provide arelatively simple, inexpensive, light-weight, portable testing apparatusfor testing the air brakes of railroad trains and having a new controlfor the brake release valve operating independently of the air pressurein the air brake system.

Another object of the present invention is to provide this newindependently operating control of the air pressure in the air brakesystem by a new and more compactly designed time-control means.

A further object of the invention is to provide such a new, morecompactly designed time-control means which is adapted to be moreconveniently handled and more .readily set up for use than the meansdisclosed in the prior patent above referred to.

Still another object of the invention is to provide a new time-mechanismoperated controlfor the brake release valve Iwhich operatesindependently of the air pressure in the air brake system and whichcontrol for the release valve is free of the operating weight and cordmeans of the prior patent and, accordingly, makes possible the easiertransportation, handling and setting up of the apparatus for use than ispossible with the apparatus of the prior art, particularly the apparatusdisclosed in the patent referred to.

The invention will be best understood from a consideration of thefollowing `detailed description taken in connection with theaccompanying drawing forming a part of the specication, with theunderstanding that the invention is not confined to a strict conformitywith the showing of the `drawing but may be changed or modiied in minordetails within the scope of the appended claims.

in the drawings:

Fig. 1 is a view in side elevation of the apparatus of the presentinvention showing the air supply, the train pipe connection and a trainof cars diagrammatically illustrated on a smaller scale;

Fig. 2 is an elevational view on an enlarged scale of the kickoff cammeans associated with the timer mechanism for effecting the release ofthe control valve stem; and

Fig. 3 is a sectional view on an enlarged scale of the control valveshowing the same held in open position against the resistance of springmeans which constantly urges the valve plug to closed position.

Referring now more particularly to the drawings wherein like numerals inthe drawing designate like parts in the several views, the brake testingapparatus as illustrated in Fig. 1 is constructed of standard pipes andpipe iittings and includes a coupling 1,0 for connection to a source ofcompressed air which is generally designated 12, through the medium of aflexible pipe or tube 14. The apparatus also includes a main supply linecomprising a section of pipe in which is connected a check valve 415.The end of the pipe line 15 remote from the coupling 1i() is connectedwith one arm of a T-coupling 17', the opposite arm of which is connectedwith the pipe section 18. This pipe section 18 connects with one side ofthe manually controlled or operated rotary plug valve 19 which connectsat its other side with one side of a T-.coupling `20 by a short pipesection 21 while the opposite side of the Tvcoupling A2i) is coupled bythe pipe setion 2.2 with ooo arm of th T-.Gouplin 2- The T-souplins 20which 4is interposed between the manual valve'V *19, and the couplingV23 is connected to a pressure gauge Z4 of the typ'o conventionally usedfor testing or' indicating air pressure. This gauge is arranged so thatit will stand upright when the apparatus is suspended in position foruse at the side of a car C which may be of the freight or any othertype.

The opposite arm ofthe T-coupling 23 from that with which the pipesection 22 is connected has connected therewith the pipe section A25with which is coupled the exible air hose 26, the outer or remote end ofwhich carries the conventional type of coupling 27 by means of which itmay be connected to the air line ofla train of cars. Such airline isindicated by the reference character 28 and, as hereinbefore stated, atrain of cars is dia- `grammatically shown connected in the airline andeach of which cars is designated 29.

It will be noted that the operating handle 19a for the manual valve 19is so arranged that the inspector, when manipulating this valve, willface the gauge 24 so that he can easily watch the air pressureindication or fluctuations shown thereby.

The numeral. 30 generally designates a bypassing or bridging air lineacross the valve 19 and gauge 24. This bypass conduit or line comprisesa vertically disposed pipe section 31 which is connected at one end withthe leg of the T-.coupgling 23 and which, at its other or upper end, isconnected with the leg of a T-coupling 32. One horizontal arm of theT-coupling 3 2 has connected therewith the short pipe length 33 with theopposite end of which is connected the manually operated bleed valve 34which is here illustrated as being of the rotary plug type and which,when opened, bleeds air to the atmosphere.

The bypass or bridging conduit 30 further includes the p horizontal pipe'35 which is connected with the other side or horizontal leg of theT-coupling 32 while at its end remote from this coupling it is conectedwith the 90 angle coupling 36 which is directed downwardly and hasggnnection with the downwardly extending pipe section l 'lhe numeral 38generally designates a self-closing valve which, as shown in Fig. 3, isof the reciprocating plug type. The side of this valve opposite the pipe37 is connected by the short pipe 39 with ythe vertically directed legof the T-coupling 17. Thus it will be seen that when the valve 38 isopen, and the valve 19 is closed, air may flow .across the bridgingbypass tof the far side of the air gauge I24 and re-enter the line withthe ends of which the couplings 20 and 27 are connected, to flow fromthe cornpressed air source 12 to the train air line 28.

lThe self-closing valve 38 which is shown in detail in Flg. 3 comprisesthe body 40 through which extends the passage 41 with the opposite endsof which passage the pipes 37 and 39 are connected.

Extending transversely of the passage 411 is the plug bore 42 in whichis slidably positioned the reciprocable plug 43 which is of cylindricalform and has a transverse passage 44 therethrough which, when the plugis shifted in one direction, is brought into line with'the two ends ofthe passage 41 to open the valve.

The plug at one end carries a stem 45 which passes through theconventional bonnet 46 to the exterior of the valve body and theopposite end of the bore 42 is closed by the nut 47 and between this nutand the valve plug 43 is an expansion spring 48 which constantly urgesmovement of the valve plug to valve closed position.

The body 4() of the self-closing valve is of the usual or conventionalform in that it comprises perpendicularly related arm sections or partsand one of these parts or arrn sections has the bonnet 46 connectedtherewith as shown and secured on such part inwardly of the bonnet is acollar 49 with which is integrally connected a rigid lever supportingarm 50, the outer end of which projects beyond the bonnet in thedirection of the length thereof as shown. The outer end of the arm 50has pivotally attached thereto by the pivot pin 51, an end of anactuating iever 52 which extends across the outer end of the stem 45 andthe valve is mounted so that the lever or actuating arm 52 extendsdownwardly or toward the underlying pipe section 15 as shown in Fig. 1.

The lower end of the lever 52 is connected by a spring 53 with theadjacent parallel pipe section 39. This spring 53 is of suflcientstrength that when it is free to pull on the lever 52, it will overcomethe force of the spring 48 and thus the lever S2 will move the valveplug to the open position in which it is shown in Fig. 3.

Secured to the pipe section 15 onthe side of the coupling 17 oppositefrom the valve 19, is a plate or platform 54. This platform may besecured to the pipe section 15 by U-bolts 55, as shown in Fig. 2, or maybe welded -to the pipe or secured in any suitable manner so that it willbe maintained in horizontal position when the apparatus is mounted foruse with the bypass conduit vertically disposed, as shown in Fig. 1. Itis preferred that the platform project outwardly or upwardly from thecar body on which the apparatus is suspended `so that the timingapparatus which is generally designated 56 can be clearly seen by theinspector using the testing apparatus.

The timing apparatus or mechanism 56 is of the conventional typeemployed for timing the operation of various mechanisms such as ,X-raymachines or other pieces of Vequipment where it is desirable that some-action be produced after the elapse of a selected time interval as, forexample, the turning; of a switch or the like. This timer mechanism S6is set on the platform 54'v so that `the dial or face 57 will bedirected outwardly and, as is well known, such timersv `are designed sothat the handsV in front of the dial or face may be set -to indicate thetime period which it is desired shall elapse before the timer operatesto perform its desired function. The numeral 58. designates a kick-olfor operating cam finger which is shown in Fig. 2 in a position which itassumes after release by the clock mechanism while the dotted lineposition of the cam is that to. which the cam is turned for setting theclock or timer in operation.

Secured to. the pipe section 1,5 between, the timer mechanism 5.6 andthe pipe 39, With which the control valve is connected, is a support orstandard 59 on which is pivotally mounted at 60 a trigger lever 61,.lever 61 has a lower end which carries the trigger nger in the form of abail or hook 62 which is directed upwardly and designed to engage oneside of the lever 52 when the latter is pulled out :against theresistanceof the spring 53 to the position in which it is shown set inFig. 1. This holds the lever 52 in the position where the spring 48 ofthe self-closing valve can function to move the valve plug to its closedposition. When the trigger lever 61, is. thus engaged with the valvecontrol lever 52, the upper end of the lever 61 can position across thekick-olf cam after the latter has been turned down to the timer setposition.

The numeral 63 designates a bracing strut or bar which is connected bythe clamp brackets 64` and `65 between the upper end of the pipe section37 and the pipe section on the side of the -timer mechanism remote fromthe control valve. The upper bracket 64 also has attached thereto amounting or suspension hook 66 and a corresponding hook 67 is attachedto the horizontal pipe 55 of the bypass conduit in horizontally spacedrelation with the hook 66. These hooks provide means for suspending theentire testin-g apparatus on the side of the car C. This suspension ofthe apparatus is accomplished by engaging the hooks 66 and 67 over theconventional grab bar 68 which is secured to the side of the car body.

While the testing apparatus has been illustrated kas mounted upon a grabbar secured to the side of the car body, obviously it may be supportedupon any other suitable supporting means carried by the car body eitheron one side or the other or on the end thereof whichever location is themost convenient to the source of compressed air.

In addition, as will be readily obvious, the inlet end of the testingapparatus which constitutes the coupling 10 can be connected to the aircompressor in an engine and the apparatus can be supported on the frontof the car nearest to the engine.

In the operation of the apparatus constituting the present invention,the inspector connects the apparatus by the coupling 10 with the sourceof compressed air and then manipulates the inlet valve 19 to change thetrain pipe line 28 to its required operating pressure for releasing thebrakes. The valve 19 is then closed and the gauge 24 is checked in orderto determine whether there is any leakage in the train pipe line. Itwill be understood, of course, that during this' period the self-closingvalve 38 will be in closed condition and the bleed valve 34 will also beclosed. In the event that there is no leakage or if leakage exists, itis within permissible tolerances, the inspector then manipulates thebleed valve 34 to effect a suitable reduction of air pressure in thetrain pipe line, approximately pounds, in order to effect theapplication of the brakes of the cars. The bleed valve 34 is then closedand an inspection is made of the brakes to make sure that all of thebrakes are in proper Working order and are in set position. During theforegoing checking oper-ation, the timing apparatus has been set and isoperating, it being understood, of course, that during 'such operation,it will be holding the automatic valve 38 in closed position as shown inFig. 1. In other words, the time period which the clock mechanism is setto operate is suicient to permit the checking and to cover the timerequired for the inspector to walk the length of the train whileexamining the brakes in their set position. This time interval is, ofcourse, controlled by the length of the particular train beinginspected. When the prescribed time interval has elapsed, the kick-offcam 58 of the timing mechanism is released and rotates to its uprightposition in which it is shown in Fig. 2 and, in so rotating, it Irisesagainst the underside of the trigger lever 61 and oscillates the leverso as to lower the latch linger 62 which disengages the valve lever 52as shown in dotted outline in Fig. 2. This permits the automatic valve38 to be opened by the -a'ction of the control spring 53 which pulls thelever 52 inwardly toward the body of the valve and shifts the plug 43 tothe open position shown in Fig. 3 against the resistance of the spring48. The air under pressure then ows through the bypass conduit 30Iaround or lacross the closed manual valve 19 and the ygauge 24 and intothe car-connected end of the apparatus, liowing through the coupling 27into the car pipe line 28, and raising the pressure in the pipe line 28to effect the release of all of the brakes in the cars of the train. Theinspector then merely returns along the length of the train examiningthe brakes to be sure that they Iare in their released position and,upon reaching the starting point, it is only necessary for him todisconnect the testing apparatus and render his report.

With this apparatus, where especially long trains are being tested, timemay be saved by two inspectors each walking half the length of the trainafter the preliminary manipulation of the apparatus has been completedso that after the time control has functioned to rechange the pipe lineof the train `and release the brakes, each of the inspectors will haveonly half the t-rain length to travel for making the final inspection.

The embodiment of the invention shown in the accompanying drawing ismerely illustrative of the main feature thereof, which is the improvedtime-control mechanism and the manner of associating it with theselfclosing valve for etfecting the recharging of the train pipes toplace -the brakes in their released position.

I claim:

l.` An `air brake testing apparatus comprising an air line for effectinga connection between a source of compressed air and a train pipe of aline oi coupled cars whose brakes are to be tested, means forcontrolling the lsupply of air to initially charge the train pipe to itsnormal pressure, means for reducing the pressure in the train pipe toapply the brakes, -a compressed `air bypass supply leading around thelirst means for facilitating recharging the train pipe to release thebrakes, a self-closing control valve in said bypass, said valvecomprising a reciprocable plug and stem connected with the plug andspring means urging movement of the plug to valve closed position,spring actuated means acting against said stem in opposition to and withgreater force than the first spring means to move the plug to valve openposition, latch means for holding the spring actuated means fromovercoming the force of the tirst spring means to maintain the valveclosed, and a time controlled means for releasing the latch means toeiect opening of the valve by the spring actuated means.

2. The invention according to claim 1 fwherein the spring actuated meanscomprises a pivotally mounted lever extending across and engaging theouter end of said stem, the lever when swung in one direction forcingthe stern and plug to move to valve open position against the `action ofthe first spring means and a spring connected with the lever to force itto move in said one direction vand said latch means being adapted toengage said lever, and said time controlled means including a kick-offcam for applying lever releasing thrust to the latch means.

3. An brake testing apparatus comprising `an air line for eifecting aconnection between a source of compressed air and a train pipe of a lineof coupled cars whose brakes are to be tested, means for controlling thesupply of air to initially charge the train pipe to its normal pressure,means for reducing the pressure in the train pipe to :appl-y the brakes,a compressed air bypass supply leading around the tirst means forfacilitating recharging the train pipe to release the brakes, aselfclosing control val-ve in said bypass, said valve including areciprocable plug and a stem connected to the plug and a spring urgingmovement of the plug to valve closed position, a support secured to theair line adjacent to the valve stem, a time controlled mechanism mountedon said -support and including a quick action kick-off cam movable froma set position to a kick-olf position upon expiration of a predeterminedtime lapse, Aa pivoted latch lever mounted adjacent to said mechanismand having one end positionable to be struck by the kick-off cam in itsmovement between said positions, a pivoted lever engageable with saidvalve stem `and when moved in one direction forcing the stem to valveopen position,

means for rele-asably coupling the latch lever with the l ReferencesCited in the le of this patent stern engaging lever when the said oneend of the latchlever is in position to be struck by the cam for holdingUNITED STATESQPATENTS i the stern engaging lever in Valve closedposition, and 2,338,804 Y Drane ;...1.". Jan. 11, 1944 .springlmeans forforcing the `stern engaging lever in said 5 2,510,538 Andrews QJ-4111116 6, 1950 one direction when disengaged from the latch lever.2,713,900 Bloom July 26, 1955

